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4 Sheets-Sheet 1.

Patented Aug.1o, 1886.

HB. PqEDGAR. PNBUMATIG AND ELECTRIC RAILWAY.

(No Model.)

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(No Model.) 4 Sheets-Sheet 2.

y E. P. EDGAR. PNBUMATIG AND ELECTRIC RAILWAY.

No. 346,902. Patented Aug. 10.1886.

M'Z'zeme: Zn/venan www@ (No Model.) 4 Sheets-Sheet 3.

. ABBDGAR.

PNBUMAT-I-G AND ELECTRIC RAILWAY.

Patented Aug. 10, 1886.

- INVENTOR N. PETERS. Plwto-Lilhngmplwr. Washingluu. IIC.

(No Model.) 4 Sheets--SheetA 4. E. P. EDGAR.

.PNBUMATIG AND ELEGTRIG RAILWAY. No. 346,902. Patented Aug. 10, 1886.

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VV-twase/ A IMI/antan' trienio i PATENT ELLIS F. EDGAR, OF VOODBRIDGE, NEV ERSEY.v

PNEUMATIC AND ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 346,902, dated August 10, 1886.

Application filed January 7, 1882. Y Serial No. 49,573. (No model.)

" 0 all whom it may concern:

Be is known that I, ELLIS F. EDGAR, ofthe town of Woodbridge, county of Middlesex, in the State of New Jersey, have invented a new and useful Pneumatic and Electric Railway, of which the following is a specification.

My invention relates to that class ot' railways in which the carriages are projected in an airtight passage or tunnel; and the object of the invention is to transmit cars with freight or passengers from one station to another with the greatest possible degree of speed and safety by the combined use of a vacuum, cornpressed air, and electrical currents. I attain those objects by the mechanism illustrated in the accompanying drawings, in whicl1- Figure lisaside View ofthe tunnel in which the cars are projected, with two piston-cars standing at the station, shown in section at line 1r a' in Fig. 3 with the valve-door, which separates two adjacent sections of t-he railway, closed; showing also the electrical generators, magnets, and electrical connections, and the fastenings of the valvedoor;. also, the vacuum and compressed-air tubes where they enter through the openings in the tunnel. Fig. 2 is a planview of the same tunnel shown on section at the line c z oi' Fig. 3, showing the sides of the tunnel, the valve door, and the station-platform in sectionwith a full view of the rails, the electrical tracks, generators, magnets, and electrical connections, the stopping electrical tracks, and the air-tubes and apparatus for regulating the iiow of air to and from the tunnel. Fig. 3 represents a cross-section of the tunnel and piston-car taken at the line y 1/ in Fig. 1, showing the sides, top, and bottom of the tunnel, the piston-car, the seats in the piston-ear, .the rails, the continuous and starting electrical tracks, and the compressed-air tubes in section, with a full View of the inner face of piston, the keys, and rollers for making the electrical connections, the tubes for supplying air to the car, for applying compressed air to the car-brakes, and for relieving the piston from the pressure of compressed air when approaching thestation, part of theinclined shoe, with the head-lights, lookouts and indicators, and the tube for supplying compressed air, with its valve and indicator, the electrical tracks, with the conducting-wires, and the magnet for operating the valvedoor, with the stopping electrical track indicated by dotted lilies. Fig. 4 is a diagram showingv the electrical connection between the electrical generator and the stopping electrical tracks, with the several magnets connected therewith, the dotted lines representing theloeation of the valve-door. Fig. 5 isa horizontal sectional view of the tunnel, showing the valve-door B, railway-tracks, electrical tracks, magnet M, generator G, spring b', and their electrical connections, tubes .T and N, J and N magnets M2 IVF, stop-cocks f f', cogged wheels h', and pinions i i', levers Z, and springs o, with their mechanical and electrical connections, and hand stop-cocks m n. Fi g. Gis an' enlarged View of the stop-cocks fj", with the tubes J and N, and tunnel and stop-cocksff in section, showing one stop-cock open and the other closed, in connection with the cogged wheel h and lever Z. Fig. 7 is a det-ached vienr enlarged, showing in plan an electric key and sounder to be used by the engineer for signaling.

The same letters and figures rcl'cr to similar parts throughout the drawings.

I construct my railway as follows: I make a rectangular air-tight casing or tunnel, A, of

iron, about seven feet in width and eight feetA in height, theinnersurface being made smooth and true. "lhis tunnel I divide into .sections at the several stations by means of a valvedoor, B, which is suspended in a depression, A', at the'top of the casing on pivots b, and held in position at the bottom by a spring, b', having a notch, b2, into which the door iits, the spring being secured in place by pins b3 passing through slotted holes, and xed ina depression in the bottom of the tunnel-casing, into which it may be forced by pressure or by the action of the magnet M until the top of the spring is on a level with the casing. The valve-door, when raised, rests inv the depression A, with its surface flush with the inner surface of the casing, and is held in that po` sition by means of the bolts c and the springs a', which surround them.

I do not confine myself tothe use of valvedoors hung from the top of the tunnel; but, if desired, folding-doors hung at the sides may be used, and closed by springs or otherwise when released from their fastenings by the operation of the magnet M.

I provide an electrical generator, G, for the IOO purpose of withdrawing the spring b and an electrical generator, G', for the purpose of withdrawing the bolts a and operating the lever Z,which is geared with the sto p-cocks fand 5 f by means et' the cogged wheel h, and when moved in one direction closes the vacuumtube N and opens the compressed-air tube J, and when moved in the opposite direction closes the compressed-air tube J and opens the vacuunrtube N.

On the bottom of the tunnel, in the proper position,I place the rails R,lnade of rectangular bars ot iron or steel, with flat sides and top, for the car-track.

I provide piston-cars C, resting on trucks T, the wheels of which are adapted to fit the rail R,in the ordinary manner ofadj usting railwaywheels. The front end of the piston-car C consists ot' a rectangular plate or piston, P, which is firmly fixed to the car and made to tthe inner surface of the tunnel with a close joint,which will prevent the passage of air.

The piston cars C are made short and coupled together in the ordinary manner of coupling cars, and with their faces or piston ends outward in opposite directions, and can be separated for the purpose of placing freight or passenger cars between them, in the ordinary way of making up a train.

In front of the piston P, at the bottom, I attachan iron bar, P', ext-ending out about eight feet and inclined upward at the point like a shoe. From this point to the upper 'end of the piston P, I affix another bar, Pi, making a strong bridge, in cow-catcher form, at an angle ot' about forty-five degrees. To the back of the piston, at lthe bottom, I aiix a shoe, S, inclining upward the same as the point ofthe bar P.

On the bottom of the tunnel, parallel with the rails It, I provide a continuous electrical track, E, extending the entire length of the tunnel,constructed of gutta-percha or other non-conducting material, havingr embedded in it side by side, but insulated from each other, two electrical conductors, c e', which are full ilush with the surface of the electrical track E, which is also full lush with the surface of the bottom of the tunnel.

At each station at the point where the piston-car C stands when the train is.not in motion, parallel with the rail R, I place a short starting electrical track, E', a little distance from the continuous electrical track E, made of the same material and in the same manner, flush with the bottom of the tunnel. At a greater distance from the conti nuous electrical track, parallel with the rail R, and about half a mile from the station, I place a short stopping electrical track, E', ot' the same material as the continuous electrical track, constructed and placed in the same manner.

In the piston-car I` place three operating keys, K K K2, consisting of metallic rods having a button at the top, and at the lower end a pivoted metallic roller, klv2 la, electrically insulated from the rod, and of suflcient width to cross both of the conducting-wires in the electrical tracks. These keys are. placed, respectivel y, over the three electrical tracks and secured in place by passing through eyes c?, which are fixed to the piston P by screwing into it, or in any other usual manner, and pass down through holes in the bottom of the car. The keys K and K are provided with collars c, which are adjustable by means of set-screws, and the key KL is provided with a collar, c', which may be used to detain the key above the track, when desired, and all of the keys aie provided with helical springs, by which they are kept in position and regulated. The piston P is also provided with an opening, O, through which air may be admitted into the piston-car C, and which is adjustable by means of the thumb-screw o,- also, an adjustable opening, O,with a tube, o, through which compressed air may be passed from the front of the piston P to the rear of the train also. an opening,02,with a tube,o,attached,throu gh which compressed air may be carried to airbrake mechanism V, of any desired construction,supported upon the trucks of the car. I also provide a bulls-eye, l), for lighting the track ahead, a lookout, L, of heavy plate-glass, and indicators I, to register the speed of the train and the density ofthe air.`

The car is provided with seats S, under which is left a space for the wheels NV of the trucks.

The conducting-wircs w w are electrically A connected with the electrical tracks E, and with an electrical generator outside of the tunnel in the oiice at the station, by means of which electrical communication can be had by closing `the circuit with the key K. The conducting-wires w w are electrically connected with the electrical track E', and with the electrical generator G- and magnet M. The conducting-wires wIZ /wl are electrically connected with the electrical track El, and with the electrical generator G and the magnets M', M, and M3.

I do not confine myself to any specific position of the electrical generators and magnets, or any particular method of the electrical connections, as any known position or method in public use which will accomplish the object may be adopted 4neither do I confine myself to any particular order in which the electrical tracks shall be placed with regard to the rails, as the order may be varied to suit the taste of the constructor, nor do I confine myself to any special form of truck or car, as any desired form may be used which can be adapted to the necessary form, size, and curves of the tunnel.

On the outside of the tunnel A, at each side of the valvedoor B, I make two openings, F F H H', into which are fixed the ends ol` the airtubes J and J and M and N', the tubes M and N being connected at their other end to a vacuum-pump, and the` tubes J and J to a compressed-air reservoir, which are not shown in the drawings, and may be located at any convenient place, and be of any of the ordinary constructions having sufficient capacity to do lOO lli)

the work required to operate the road. These tubes N and J and the tubes N and J are placed near each other, and are provided with stop-eocks-f and f, which are operated by means of the magnets M2 M2, respectively, the cogged wheels h meshing in the pinions it", with levers Z attached, which are provided with springs @,which serve to draw them away from t-he magnets M2 M when such magnets are not charged, but which are not strong enough to overcome the attraction of said magnets when charged.

l To the stop-cocks ff t-he pinions z' t" are rigidly fixed, and so meshed with the gearwheels 7L that when the levers Z are in contact with the charged magnets M2 M2 the valves ot' the stop-cocks f are open and the valves of the stop-cocksf are closed, and the air-tubes J J open and the air-tubes N N closed; but when the electrical circuit is broken and the magnets M2 M2 release their hold the levers Z are forced away from the magnets by the Springs o, thus turning the gear-wheels h, which by their cog-ged connection with the pinions Z t" change the position of the stopcocks and close the valves of the stop-cocks f, while they open the valves of the stop-cocks f, thus closing the air-tubes J J and opening the air-tubes N N. (See Fig. 6.) I also provide valves f2, which are worked automatically by the currents of air passing through the tubes J J, and have index-fingers f3 rigidly fixed, which indicate when they are open and closed. (See Fig. 3.) The tubes JJare also provided with stop-cocks i2, which are operated automatically by the magnets M2 M3 and the mechanism connected with them. Hand stop-cocks m are also provided by which the flow of compressed air may be regulated when desired, as indicated by the index-finger f2, and hand stop-cocks n are also provided in the same manner and for the same purpose in the tubes N N.

At each station a platform, Q, with sufficient doors is provided, which can be opened for the convenient ingress and egress of passengers and for removing freight and baggage. All the doors, openings, valves, and joints are made close, so as to prevent the passage of air when closed, and care must be taken to properly insulate all the conductors, and if a river is to be crossed when a draw is necessary the portion removed by the draw must be so arranged by any known method that when closed again the casings, tubes, and every part of the structure shall be joined so closely as to prevent the passage ot' air.

The electrical generators used may be any of the magneto or dynamo electrical machines in use, or the current ofv electricity may be supplied by any other known method.

Vhen applied to use', the operation of the railway is as follows: The tunnel being closed so as to exclude the air, and a partial vacuum produced by means of the vacuum-tube N in the section to be entered by the train, the piston-cars being on the track, as represented in drawings, Fig. l, with the engineer in his place, and a volume of compressed air behind the rear piston, when the signal for starting is given the engineer presses down thekey K, thereby bringing the pivoted rollerk2 in contact with both wires of the starting electrical track, closing the electrical circuit connected with the magnet M, when the magnet vwithdraws the spring b, releasing the valve-doorB from its fastenings. Thevacuum in advance ot' the train causes the air in the rear to rush forward, partly float the valvedoor B, and, as the train propelled by the air in the rear of the piston P starts the bar P2 strikes against the already moving valve-door B and forces it up to its position in the depression A, where it is held by the bolts a, and speeds on its way toward the nextstation. After passing the valve-door the roller k2impinges on the conductingwires of the stoppingelectrical track E2,on the other side of the station, closing that electrical circuit, when the magnet M3 on that side of the valve-door corresponding with the magnet M2 and the magnet M will be charged, the bolts a withdrawn, and the valve-door allowed to fall into place and be secured by the spring b', and the vacuum-tube N having been closed and the compressedsair tube J opened, the compressed air is allowed to enter the tunnel behind the advancing train. As the train approaches the station and reaches the stopping electrical track E2, the pivoted roller k3, which is always down in position and works automatically,

ICO

coming in contact with the conductingwires 102 102, closes the electrical circuit which operates the magnet M, which, being charged, attracts the lever Z, thereby closing the vacunm-tube N, which has been exhausting the air in the tunnel and opening the compressed-air tube J, letting in a tiood of compressed air to meet the coming train. Asthetrain approaches the station the compressed air which has entered the tunnel becomes more and more dense by being'forced into smaller compass by the piston P until when it reaches the station the resistance of the air and its force as it presses through the tube O2 against the air brakes bring it to an easy stop against the air-cushion, which is then allowed to escape to the rear through the tube o', and the train stands in position to be again started through another section. The supply of air for the train is admit-ted through the opening O, and is regnlated by the engineer according to the indi-v cator furnished for the purpose. If from any unforseen cause the magnet M should 'fail to operate to release the spring, or the magnet IlO M2 should fail to furnish the compressed air to y stop the advancing train, the bar P, by its shoe-like point, would impinge on the spring b and release the valve-door B, which would be forced up into position and allow the train to pass unharmed without stopping at the station. The vacuum and com pressed-air apparatus is to be kept constantly in operation, under the charge of parties who are accessible to the engineer, by means of the electric circuit with the continuous electric track E, which can be closed at any time by pressing the key down upon the track. By means of this circuitthe engineer can give any direction necessary in regard to the management of the vacuum and compressed-air apparatus or any matters corr nected with the running of the road. Such communication can be made by signals or by regular telegraphic comnmnication.` There must always be at least two electrical generators connected with the continuous electrical track, one at each end of the road, so as to avoid the danger of the circuit being broken by the destruction of bridges or damage to the wires at any point on the road, and when a road of any great length is to be operated it would be desirable to have connections with several electrical generators at diiicrent points. Supposing the train to be in thc position indicated in Fig. l, and the air is passed through stopcocks O O at each end of the train alter the train has been brought to a stand, so that the air between the train and the door or partition B, which is shown 4in the drawings, and also between the train and a corresponding door in rear ot' the train, and it is desired to move the train forward, the engineer presses down the key K', thus releasing the latch which locks the bottom of the partition. As the exhaust-pumps arc in continuous operation, there will be a partial vacuum in front of the partition, so that when it is released it will swing upward and the car will be drawn forward by reason of the difference in the den sity of the air in front and in its rear. As the car passes the partition, the inclined bar P2 will thrust the partition up into a horizontal position, where it will be locked by the bolt a, and as the car advances and approaches the next partition the key K2 will come in contact with the iirst section ot' track E2, and bythe operation of the magnets M M1 withdraw the bolt a, thus permitting the partition to swing into a vertical position, where it will be locked, and at the same time the magnet M will, through its connections, close the stop-cock, thereby admitting a [lood of compressed air in the rear of the train and between the train and the partition, which has just swung into vertical position and been locked, thereby assisting in propelling the train forward. It will of course be understood that in consequence of the air in the compressor being under a comparatively high pressure per square inch, a relatively large volume will pass through the compressed-air tube during the short space of time occupied by traversing the track E, so that although the moment the train has passed over that track and the magnet lll ceases to act, and therefore the position of the top cocks is re versed and the exhaust-pump begins tooperate, yet the operation of the exhaust-pump is so slow relatively that no such rarefaction in the air will takeplace between the train and the partition which it has just passed, and is now locked in vertical position, as to mate rially retard the advance of the train until it shall have reached the second stopping track corresponding to that at the left in Fig. 4. Upon reaching this second section the key K will engage with it and immediately close the exhausttube in front of the train and admit a volume of compressed air in such quantity as shall serveto bring the train to a stand before it reaches the partition toward which it is advancing, as has been previously explained. By means of these appliances thus operated the train is advanced from station to station until it is returned to its original starting-point, having made a complete circuit of the tunnel. If, however, it be found desirable to at any time reverse the direction of travel of the train, this can be done by having the stop-cocks properly manipulated by a person outside ot' the tunnel under the direction of the engineer who can use the continuous electrical track E and the key K for that purpose. In order to permit the train to be moved in au opposite direction from that which it ordinarily pursues when traveling continuously in one direction around the tunnel,the cars at both ends of the train are supplied with inclined bars I, for swinging the partitions up into vertical positions; also for shoes for depressing the locking-spring b', the connection of the electrical tracks E2 El with the generators and magnets is such as to automatically release the devices which lock the partitions, and also to so operate the stopcocks and to insure air-cushions between the partitions and the advancing train in whichever direction the train be moving.

In Fig. 7 I have shown in plan view a circuit breaking and closing key and a sounder ot' ordinary construction, by means of which the engineer may signal or hold communica tion with an ope `ator at any ot' the stations through the circuit E, as has been hereinbe fore described.

Having thus described my invention and its operation, what I claim as new, and seek to secu re by Letters Patent, isq

l. In combination with an air-tight pneumatic tunnel having rails for the support and transmission of carriages, a series of electrical tracks having electrical connections for automatically starting and stopping the running of trains, as shown and described.

2. In combination with an air-tight pneumatic tunnel with vacuum and compressed-air connections, having a railway-track and elecntrical tracks forming electrical connections and circuits, a pistoircar, C, provided with keys K, K', and K, having insulated metallic rollers at the lower end,and provided with collars and springs for opening and closing the electrical circuit-s, as shown and described.

3. In combination with the pneumatic tunnel with vacuum and compressed-air connections, having a railway-track and electrical ICO tracks, a piston, P, provided with openings O, O', and O2, and tubes o and o2 for regulating the air-pressure, as shown and described.

4. In combination with vacuum and compressed-air machines, the pneumatic air-tight tunnel A with its valve-door B, rails R R, electrical track E, E', and E2, piston-car C, and tubes N and J, geared lever Z, electricalgenerators G and G', magnets M, M, and M2, and conducting-wires, as shown and described.

5. In a pneumatic railway, the method oi' checking and stopping a car or train of cars by admitting a volume of compressed air before it automatically by means of a series of electrical connections therewith to act as anV air-cushion, as shown and described.

6. In a pneumatic railway, the method of starting, stopping, and regulating the running of the trains,which consists in applying or removing the motive power by means of a series of electrical connections therewith under control ot' the operator within the car, as shown and described. y

7. In a pneumatic railway, the method of accelerating the motion of the train by introducing compressed air in the rear automat ically by means of a series of electrical connections therewith.

8. In a pneumatic railway, the combination, With an air-tight pneumatic tunnel,of rails for the support and transmission of carriages, a permanent electrical conductor, a circuitbreaker mounted upon the car, and means for connecting the circuit-breaker with the permanent conductor, substantially as set forth.

9. The combination of the following elements-namely,in a pneumatic railway, an airtight tunnel, rails for the support and transmission of carriages, a partition transverse to the tunnel, a piston carried by the `car and adapted to compress air between the partition and the advancing car,and an air-brake mechanism, V,n1ounted upon the car and eon structed with an opening communicating with the space between the piston and the partition to admit compressed air to the brake, substantially as set forth.

l0. In combination with a pneumatic tunnel with vacuum and compressed-air connections, having a railway-track, a piston provided with openings to receive compressed air from in front ofthe train and conduct it to the rear of the train,substantially as set forth.

11. In combination with an air-tight pneumatic tunnel with vacuum and compressedair connections, and having a railway-track,a piston-car provided with openings adapted to admit air through the piston into the car,substantially as set forth.

E. F. EDGAR.

IVitnesses:

SAM. TRo. SMITH, ARTHUR G. H. POWER. 

